Road-vehicle suspension arrangement.



I 1 LB. cowzY.

J BOAD VEHICLE SUSPENSION ARRANGEMENT.

- APPLIOATION FILED IEB.6, I909. I 1,037,730; Patented Sept. 3, 1912.

4 sums-sum 1.

L. g. cowmr.

ROAD VEHICLE susrsnsmn ARRANGEMENT. APPLICATION FILED-FEES, 1909.

Patented Sept. 3, 19-12.

4 SHEETS-8HEET 2.

L. E. GOWEY. v 1 ROAD VEHICLE SUSPENSION ARRANGEMENT. \AI'PLIOATION FILED PEBJ, 1909.

Patented Sept. 3,1912.

4 SHEETS-SHEET 3.

Z6ZZze6k9e6/ flverzfor zazzaiaild o weg/ L. E. GQWEY. ROAD VEHIGLE SUSPENSION ARRANGEMENT.

APPLICATION I ILEI) r33. 6, 1909.

1,037,730, v Patented Sept.3,1912.

4 SHEETS-SHEET 4.

LEONARD EUGENE COWEY, KEW GARDENS, ENGLAND.

ROAD-VEHICLE SUSPENSION ARRANGEMENT.

Specification of Letters Patent.

Patented se sis,- 1912.

Application flled'FebruaryB. 1809. Serial No. 476,551.

To all whom it may concern:

Be it known that I, LEONARD EUGENE CowEY, a subject of the King of Great Britain, residing at Archer Works, Station avenue, Kew Gardens, in the county of Surrey, England, have invented certain new and useful Improvements Relating to Road- Vehicle Suspension Arrangements, of which the following is a specification.

This invention relates to the supporting of the bodies or frames of road vehicles in relation to their axles through the intervention of suspension arrangements of a yielding character adapted to permit of vibratory or undulatory movement of the axles due to traveling over rough or uneven roads.

The chief object of this invention is to construct the apparatus in such a manner that it will exert a practically constant resistance under the influence of such movement whereby any liability of a corresponding movement being imparted to the body of the vehicle is reduced to a minimum, and atthe same time will have the degree of such resistance automatically regulated by relative movements of the axles and frame due to change or variation in the load or weight supported by the suspension arrangements, irrespective of relative movements of such parts caused by road shocks and vibrations.

According to this invention the frame or body of the vehicle is supported from the axles by self regulating cushioning devices adapted to maintain such parts at an average distance from each other and to exert a practically constant resistance between the same during vibratory or undulatory move ment of the axles, any change (other than a momentary change) in the average distance between the frame and axle such as is occasioned for example by a variation in the load, automatically causingthe resistance of the cushioning device to be regulated to meet the said variation in the load and to restore the average distance between the frame and axle.

.An important feature of my invention when pneumatic cushioning devices of the plunger and cylinder type are employed comprises a valve device possessing a certam inertia of 'movcment and arranged in yielding connectionowith one or the other ()fi-llPfi-ltS of the cushioning device, which connect-ion adapted to allow the valve device to remain unaffected by vibratory changes in the relative position of such parts, but to be actuated by a comparatively prolonged change in the aforesaid relative position for increasing or diminishing the pressure in the cushioning device.

A further important feature of my invention for use in connection with a cushioning device of the above mentioned type comprises an oil or other liquid circulating -sys- 'tem operated by the circulation of an elastic fluid to and from the cushionin devices to maintain a body of oil or other llquid on the load supporting pistons and to return excess of the oil or other liquid to a main storage chamber. 1

Four self-regulating cushioning devices maybe employed and each of such devices may comprise a pressure chamber and a cylinder of small diameter in relation thereto carrying a piston connected to the axle. A supply of fluid such as air and oil is forced into each pressure chamber from a main storage chamber by a pump driven from any convenient source of power, and adapted to maintain the pressure in the storage chamher at a somewhat higher pressure than is actually requiredrfor supporting the maximum. load through the pistons-of the pressure chambers. The air serves to maintain an average relative position between the pressure chamber and the pistons and the oil lubricates and maintains an air tight joint between the pistons and the cylinders. Any change in the said average position other than a momentary change automatically controls an arrangement of valves communicating With each pressure chamber for increasing or decreasing the pressure of the fluid therein to restore the average relative position ofthe pressure chamber and piston.

In order that my said invention may be effect, I will describe the same more'fully with reference to the accompanying drawings in which Figure 1 is aplan showing a general arrangement of the apparatus as applied to a motor vehicle. Fig. 2 is a vertical section of one of the supporting devices. Fig. .2 is a detail view on an enlarged scale showing the parts more clearly than in Fig. 2. Fig. 3 is a vertical section of a portion of the main storage chamber. Fig. 4 is a vertical section of the pump and pump chamber; Fig. 5 is a on line 44 of Fig; 4.

horizontal section takenclearly understood and readily carried into Referring more particularly to Figs. 1 to 5, A represents the vehicle frame and B the axles, C the pressure chambers, D the cylinders and E the pistons which are situated therein, F the main storage chamber and G the pump. Each of the pressure chambers C may conveniently comprise *a spherical chamber arranged to inclose a portion of its respective cylinder D the upper end of which is in open communication with the said chamber (Figs. 2 and 2). The lower portion of each cylinder projects below the spherical chamber and may be connected to the side members A of the vehicle frame A in such a manner as to occupy a position between such members and the road wheels as shown in Fig. 1. Each piston E is provided with rings e for making a tight joint with the wall of the cylinder and is" formed with a cavity for the reception of a remov-' able block 6 which constitutes a thrust bearing for aball e formed on the end of a connecting rod 6, the opposite end of which is provided with'a removable ball e adapted to make a ball and socket joint with its respective axle B. The rod e is connected to t e piston by a socket rin e which is screwed therein and bears against the adjacent portion of the ball e A similar arrangement is rovided at the opposite end of the rod 6 or connecting the same with its axle B. The lower end of the cylinder terminates in an outwardly projecting flange d to which a cap 03 is bolted or otherwise secured and is caused to make a tight joint therewith through the intervenion of a leather or other suitable packing ring d Extending around the inner face of the cap d is a channel a? for receiving any oil which may leak. past the piston E, the said channel being formed wlth an outlet (1 and communieating with the interior of the cylinder by passages d formed in the face of the flange To prevent the escape of oil from the lower end of the cylinder, otherwise than through the outlet d, a floating washer d is interposed between the cap 61 and the flange d which latter is recessed at d to receive the said washer. A tight joint is made between the lower face of the washer and theadjacent face of the cap 03* by a leather or other suitable packing ring d. The aforesaid washer is formed with a central aperture for the iston rod which is encircled by a flanged ring d of leather or other suitable material secured to the floating washer d for preventing leakage of oil between the latter and the piston rod.

Each of the pressure chambers is provided at its upper part with a removable cap C which carries the Valve device and the mechanism for. actuating the same. This valve device comprises an inlet valve J and an outlet valve K. The inlet; valve J is provided with a spindle j which pro ects through the center of a c lindrical boss extending from the innerfttce of the cap C and formed with an intermediate portion C of a reduced diameter situated between two portions C Ei of larger diameter. This boss constitutes a guide for the valve spin dle and is formed at itsupper end with a seating G for the said valve to rest upon, the latter bein provided with an upwardly extendingmem er j to receive a weak coiled spring 17' arranged to exert pressure upon the top of the valve for normally retaining the latter upon its seating. The port-ions C for a cup shaped cylinder C which is slidably mounted thereon and together with the operates in the manner hereinafter described. The cylinder C is closed at its lower end and is surrounded by an outer wall C the lower end of which dips concentrically into'the upper end of the cylinder D. Extending around the u per end of the outer wall C is a flange adapted to engagew'ith inwardly flanged segmental portions C which are bolted or otherwise secured to the cap C and serve as a means for limiting the downward movement of the cylinder C Formed in the upper wall of the cylinder C are one or more openings (3 which communicate with one or more recesses C formed in. the portion C of the boss, and leading to a chamber C situated below the valve J through one or more transversely arranged passages C The communication with the interior of the cylinder C through a passage C extending transversely across the reduced portion C 0f the boss immediately above the lower portion C thereof. This last mentioned portion constitutes a fixed piston in relation to the slidably mounted cylinder C1- and is formed with a small passa e C extending through the same. The a oresaid cylinder is adapted to contain oil up to the level of the openings C and the piston C is immersed in such oil which fills the space below the same through the passage C The cylinder C is caused to normallyoccupy a position in which its lower end just clears the end of the .valve stem 7'. This is effected by means of a spring. E which extends between the said cylinder and the piston E and is supported thereon in a state" of rest as long as a normal relative osition between the latter and the cylinder is maintained and the piston is free from movement relatively to its cylinder. The aforesaid spring encircles the cylinder C at its upper end to. which it is connected in any appropriate manner and is attached to the top of the pisston E by a cup rin E connected thereto.

The inlet valve communicates through a pipe with the main storage chamber F C of the aforesaid boss constitute a guide r said portions constitutes a dashpot which lower part of the valve stem 7' is in open box f and to exert pressure upon a flan e 16 g formed on the T piece for compressing suitable packing f interposed between the said fiangeand the bottom of the stufiing box. Connected to the stem of the T piece is a pipe f" which opens at its lower end into a sump f formed in the bottom of the chamber F and this pipe is surrounded by a pipe f which is also connected to the" stem of the piecean'd is provided with one or more 29 apertures f" at its upper end, its lower end terminating in the aforesaid sump below the end of the pipe f and having a small aperture f formed therein. The perfos rated pipes f and f actas a spraying de- 9 vice when the pressure fluid is drawn from the chamber F, so that the supply to the cylinder through the inlet valve J is in the form of a spray or intimate mixture of the gas and li'quid.

s v a a lower end of a tube k which depends from the cover G into proximity to the lower end of the chamber C. The lower end of the said tube constitutes the seating for the 35, valve K which is normally retained upon such seating by a stem 70 upper end to a coiled spring is situated within the tube k and retained in a'state of. tension therein through the connection 7:1 Encircli-ng the tube k for the greater por-' tion of its length and free to slide thereon is a tube It and between this tube and the tube It is an annular space la communicating at its a perv end with the interior of the cham- 451 ber by meansof a suitable airway such as is formed between the said tubes, and at its lower end with a similar airway/ c which is put into communication with the interior of the pipe is when the valve K is opened. The lower end of the tube is is provided with a cap [a in which is formed a hole is for the passage of. an extension 10 ro-jecting from the valve K. This hole is made slightly larger than the aforesaid extension for the entrance of oil which collects in the pressure chamber C in the manner hereinafter described. The valve extension 10 is i I provided with a laterally projecting pin is" which supports the weight ofthe s'lidably mounted tube 7;. Pivoted to the upper end of the latter is a two-armed lever is" one end of which is forked and rests against the underside of a flange C 'extendin around the outer wall 0 of the cylinder C, the opposite end of such lever -being armew/so T piece f" chambers'C appertaining to the rear axle The outlet valve K is situated at the connected at its ranged to bearv'against an abutment k" mounted on the fixed tube It. The uppe end'of the latter is, connected to an outlet pipe k which is attached to a branch connection piece is to which is attached a short pipe k communicating-with the aperture (l* at therlower end of the cylinder D.

A- pi e It" leads to a T-piece k on the pump (Fig. 5) to which is also connected a simil ar pipe is" leading from a connection piece It of the pressure chamber C at the opposite side of the vehicle. The tubes to which the valve K belongs serve, in conjunction-with the said valve, as a spray producer sothat the liquid which accumulates in the overflow space at the bottom of the chamber C is removed along with the gaseous fluid as a 'spra Pipes In" extend from the connection piece is to the pressure of the vehicle.

Anysuitable form of pump may be employed for suppl ing the main storage chamber F with uid under pressure and in the example shown in Fig. 4 the pump comprises a cylinder 9 supported from a crank chamber 9 which is adapted to occupy a position concentrically with the half time shaft L of the engine on which is mounted a counter-balanced crank g to which the piston g is connected by the rod 9 A convenient connection between the piston and its rod consists in forming a ball 9 on the inner end of the latter, and in constructing the interior of the piston to receive such ball and to permit of the required movement of the piston rod. The piston rod end 9? which encircles the crank pin, is removably secured to the piston rod to enable the latter to be inserted through 105 the piston, in which it is supported by an adjustable block 9' which is screwed into the'piston and secured by a suitable locking device such as a set screw 9 passing through the wall of the piston. The pump cylinder 110 -g is inclosed within a reservoir or chamber 9 which is bolted or otherwise secured to the aforesaid crank chamber 9 The upper end of'the pump cylinder opens into the" crank chamber slightly above the level of the top of the chamber 9 and extending down one side of the aforesaid cylinder is an air passage 9 in the wall of which is formed an aperture g for the entrance of oil with which the surrounding chamber is partly filled. The passage 9 leads to the underside of a suction valve 9 which is provided with a spring 9 for normally retaining the said valve upon a seat-ing formed r, in the bottom of the cylinder. Situated by the side of the suction valve 57 is a delivery valve g which is also provided with a spring 9 for normally causing the said valve to close an opening formed in the" bottom of the cylinder. Situated below the valve is ajchamber g provided with.;an outl'eqgr to which a pipFgt'fis connectedby a union joint 9 his pipe extends vertically behind the cylinder g-and passes throu h an opening in the flanged ortions g 0% thereservoir and crank c amber. The pipe 9 is .connected'to a ipe 11 (Figs. 1 and 3') whichis connected to the top. of the main storage chamber ,F' and extends into a sump j formed invthe bottom thereof, the connection between the pipe d" and the top of the cylinder being -e ected in a similar manner to that described with reference to the T piece f When the lock up cock f is closed an leakage of air and 011 ast the valve-g ig. l) causes the oil in t e sump f to rise in the pi e d? and ultimately reach the seating 0 the said valve thus sealing it against further leakage of air. 1 p

Sprin of the ordinaryitype-may be connected to'the vehicle frame and be'adapt'ed to rest upon the wheel axles for supporting the body of the vehicle when there is little or no pressure in the ressure chambers. In this condition the ve icle frame occupies a position comparatively close to the axles and each of the load supporting pistons E is at or toward the inner end of its respective cylinder, with the result that the spring E between each load supporting piston and the sliding cylinder C 1s sufficiently compressed to raise the latter to thewto of its traverse whereby the lower end of t e said cylinder comes into contact with the spindle of the inlet valve J and opens the latter. In this condition if the pump G is set in motion. fluid under pressure is' delivered to the main storage chamber F and passes from the lat- .ter through the various inlet valves J to each pressure chamber C thereby raising the pressure therein and lifting the body of the vehicle until each of the load supporting pistons E occupies an approximately midway position in 'its respective. cylinder as shown in Fig. 2. The springs E which actuate the sliding cylinders C are now brought to a state of rest and support the-said members in such a position that the inlet valves are allowed to close by the action of the light. spring 7' When the axles are subjected to vibratory movement such as occurs when the vehicle is traveling over a rough or uneven road the pistons willbe displaced within their res ective cylinders to one side or the other 0 the aforesaid midway position.

This movement does not however materially alter the resistance offered by each piston to its displacement, owing to the fact that the combined volume of the cylinder and pressure chamber is very slightly altered,

consequently the fluid under pressure undergoes a very slightly modified compression by the maximum traverse of the piston within its cylinder, and the slight alteration in the resistance upon the piston between the commencement and termination of its stroke is not-.suflicient to overcome the inertia of the weight of the frame or body of the vehicle and the latter remains practically unaffected by the. movement of thepistons. The sliding cylinder connected with each piston also remains practically unmoved by the aforesaid vibrator movement owing to the fact that the; majority of-such movements are tive position ofthe piston" and cylinder is restored almost immediately after each variation therein, and before the. ressure or tension of the spring is able to mpart any material movement of the piston to the comparatively slowly movingsliding cylinder, the said pressure or tension is removed and the spring is' again restored to a state of rest. When hpwever the aforesaid average relative position remains displaced for a sufiicient period of time and for example in a direction to enable the compression imparative inertia of the sliding cylinder the latter ismoved in a direction to open the fluid in the pressure chamber until the averthe inlet valve allowed to close. The air or compressed therein at a;higher pressure than is required for supporting the; maximum -load the suspension arrangements are intended to carry and the pump plunger may be conveniently arranged to travel sufiider to compressthe airtherein to the required degree of pressure so that only on a reduction of pressure in the said storage chamber'will air pass from the pump thereto. If the support afforded by the spring E to the sliding cylinder C is withdrawn and the spring brought into tension for a sufiicient length of time to cause the said cylinder to move ina downward direct-ion,- the flange C thereon, actuates the forked lever thereby causing the cap upon the end of the same to bear against the pin In with the result that the outlet valve K is lifted off its seating against the action of its spring 10 pump casing through the pipes is and escapes through a vent g situated at the topof the crank chamber 9 When the average relative position is again restored the sliding cylinder C is lifted by the spring E whereupon the spring it closes the outlet valve K and simultaneously returns the slidably mounted tube It and the forked lever 70 to their original positions. The resdependentlv controlled and in the event of parted to the spring to overcome the com-' other fluid in the main storage chamber is cient-1y close to the pressure end of its cylinsure in each of the pressure chambers 1s in-- the load being increased on one portion of momentary, that 18F to say the average relainlet valve for increasing the pressure of the age relative position is again adjusted and a 70 to depress the slidably mounted tube is The excess of pressure then returns to the always be the samethereby allowing a maxi- 4 chambers.

mum vibratory movement of the axles for cu hioning purposes under all conditions.

' o maintain-a'c'onstant suppl of oil upon the pressure side of each of e load supporting pistons, the pump chamber g (Fi 4 and 5) is filled with oil through a filer 9" approximately to the level 9" which represents the highest oil level. Durin this operation the oil gradually rises in t e air passage -g to the level of the oil in the chamber through the opening g which governs the position ofthe lowest oil level, (indicated by the line g 9). This level isso arranged that the lower part of the cylinder and valves are submerged in oil which acts as a. cooling medium for the same.- At the first suction stroke of the' pump piston, oil is drawn into the ump c linder from the passage 9 and is fbllowe by air from the crank chamber. This charge of air and oil is expelled fromwthe cylinder on the succeeding compression stroke of the piston and is forced throughthe connections above described into the main storage chamber F. At each succeeding suction stroke ofthe pump piston the cylinder is filled with airand with any oilthat may enter the air passage g through'the opening 9" and on the nextsucceeding compression stroke, the air and oil are expelled frol'n'the cylinder into the aforesaid storage chamber F. When the pressure in the latter has attained'the predetermined limit, the piston simply works up and down in the pump cylinder without actuating either the suction or the delivery valve. The storage chamber will now contain air under ressure and a certain quan-' tity of oil which .will enter the ipe f through the opening f to the leve 'of the oil in the said chamber. above described operation the lock up cock f and the inlet valves J have and" oil will have been discharged through the passages Cl into'the various pressure dash pot up to the level of the a ertures C an excess of oil will flow throug the latter and drip onto the upper face of the load supporting latter is ischarged from the o 11 end of the cylinder into the pressure c amberby the piston as the latter approaches such end during its vibratorymovements. As the oil d. 7 its? At eac If during the been open, air,

The oil will first collect in each piston E. Excess of oil on the accumulates in the pressure-chamber C it the pump chamber through the ipes k Inf. An oil that may have leak past the piston collects in the channel (1' and passes therefrom into the pipes in" k" and is returned through the latter to the ump chamber. Excess of oil in the latter is re turned to the main storage chamber b the action of the pump which first with raws oil and subsequently air and oil from the airpassage in the pum chamber inthe manner above described. y this arrangement a supply of oil is alwa s maintained upon-the upper side ofeach oad supporting piston, excess of oil in the pressure and pump chambers is alwaysreturned to the main storage chamber, and excess of air in the chambers is allowed to escape free ywhen required and is not obstructed inv 1ts passage by the oil. This is due to the fact that the air passes through the pipes quicker than the oil can enter the same, with the result that the oil is withdrawn-in the form of a spra as soon as it enters the-pipes. This remar also a plies to the passage of airand oil :from t e pump chamber and main storage chamber.. The oil on its return to the pum chamber enters the latter in a vaporized condition and collects on me to of the iston as shown in Fig. 4 thereby e' fectualFy lubricating the-ball connection between the same and the piston rod. The of the latter is formed with an n extending li g -arra'nged behind assage 9" ormed in' the said end. revolution of the crank gv 'thelip 9". travels close past the inner end of the vent g which is caused to projectslightly an oil within the interior of the crank chamber.

This vent is provided with a number ofinclined' baifle plates 9 and a gauze or other filtering device 9 to filter the air as it enters the crank chamber. The oil collects upon the aforesaid bafile lates and trickles downthe same and throug a series of openings g and is wiped off the inwardl projecting end' of the said vent by thellp g each time the latter passes the same with the result that the oil collects-in the oil .pas-

sage g and the crank pin is effectually lubricated. J

Instead of arranging that the piston of thefpump shall only come within a certain distance from the bottom of its cylinder as hereinbefore described it may be conven-' ient to allow the iston to descend to the bottom of its cylin er. s In this case a relief valve is fitted in the bottom of the cylinder at 9 (Fig. 5) and is arranged to control an outlet 9 leading from the cylinder to the pump casing g". The relief valve may be of the same construction as the outlet valve 9 of the pump and be adapted to 0 en at a predetermined pressure to permit o the excess air and oil being returned to the pump chamber 9". v v

In applying the invention to a steam propelled vehicle the pump is dispensed with and the main storage chamber .F is supplied directly from the generator through the intervention of a pressure reducing valve if necessary. In this arrangement the condensed steam takes the place of oil throu hout the system, and means may be provi ed for allowing the condensed steam and also the live steam to escape'to the atmosphere trdm each cylinder, or to be conveyed to the generator feed pump, ,or to any othersuitable part of the steam generating system, as may be most convenient. The various parts may be insulated against radiation of heat where required.

Any suitable number of the load supporting cylinders may be employed and in some cases it may be convenient'to arrange the cylinders in such a manner as to constitute a three joint suspension.

What I claim and desire to secure by Letters Patent of the United States is 1'. In a vehicle fluid pressure suspension arrangement, a pressure cylinder, a load supporting piston within the cylinder, valves controlling the pressure fluid, a liquid dash pot member adapted to operate the said valves and a spring connection between the'dash pot member and the piston, adapted to transmit movements of the piston to I the dash pot. s

2. In a vehicle fluid pressure suspension arrangement, a pressure cylinder, a load supporting piston within the cylinder, an inlet and an outlet valve for the pressure fluid, a liquid dash pot member, connections from the dash pot member to each valve, adapted to operate them by contrary movements of the said member, and a spring connection between the dash pot member andthe piston. 3. In a *road vehicle suspension arrangement, the combination with load supporting pistons and cylinders, of pressure chambers arranged in 'open communication with the cylmders, a main storage chamber, means for supplying the same with fluid under fluid as a spray under pressure,

and piston and pressure, inertia devices arranged in yieldmg connection with the load supporting pistons, inlet and outlet valves actuated by movement of the inertia devices, and passages connecting the said valves with the main storage chamber.

4. In a road vehicle suspension. arran cment of the piston and cylinder type, t e combination with a load supporting piston and cylinder, of a pressure chamber arranged in open communication with the latter, a dash pot member resiliently connected to the load supporting piston, an inlet valve actuated by movement of the dash pot member in one direction, and angoutlet valve actuated by movement of the dash pot member in the other direction.

5. In a vehicle suspension apparatus employing combined liquid and elastic fluid pressure, a pressure cylinder, a chamber inclosing the upper end of the cylinder and adapted to provide a liquid overflow from the cylinder, a load supporting piston, an inlet valve'at the upper end of the said cylinder, an outlet valve at'the bottom of the overflow chamber adapted to discharge overflow liquid and gaseous fluid, and an inertia device resiliently connected "to the piston and adapted to operate both the said valves by opposite movements. q

6. In aroad vehicle suspension arrange- 'ment employing combined liquid and elastic fluid pressure, a pressure cylinder, a load supporting piston on which the liquid fails,

a liquid overflow chamber for the cylinder, an inlet valve, above the piston, an outlet valve situated at the bottom'of the said overflow chamber and a spraying device at the outlet valveadap'ted to discharge the excess mixed liquid and gaseous fluid as a spray.

7. In a road vehicle. suspension arrangement employing combined liquid "and elastic fluid pressure, a pressure cylinder, a load supporting piston, a liquid overflow chamber for the cylinder, means for supplying to the cylinder combined liquid, and elastic a dash pot situated above the said piston, adapted to receive liquid from the pressure supply and to deposit excess of liquid upon the piston, a spring connection between the dash pot pressure controlling valves operated by the said dash pot.

In "testimony whereof I aflix my signature in pr'esenceof two Witnesses.

LEONARD EUGENE 'GOWEY." Witnesses:

T. SELBY Wamnnn, WALTER I. SKER'IEN. 

